Railway traffic controlling apparatus



June 29, 1948.

- Filed Dec. 25', 1944 E. M. ALLEN RAILWAY TRAFFIC CONTROLLING APFARATUS 3 Sheets-Sheet 1 ZZHS 262 28565 [LR i6]? 62? FWJU a H 5 i, W?

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I a "n j j E' l W 5 aP e12. BY g iiu HIS ATTORNEY June 29, 1948.

E. M. ALLEN,

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed bee. 25, 1944 5 Sheets-Sheet 61; airy V, INVENTOR HIS ATTORNEY wmrl 4 a d u F ll-rill lollulu |-|||||||L Patented June 29 1948 OFFICE RAILWAY TRAFFIC CONTROLLING APPARATUS Earl M. Allen, Swis svale, Pa", assignor to The Union Switch & Signal Company, Swissvale, Pa., a corporation. of Pennsylvania Application December 23, 1944, Serial No. 569,565

Anotherobject of my invention isthe provision of an improved system for the control of the track switches and signals of an interlocking plant in which one railroad crosses another, for

the protection of trafiic movements overthe intersecting tracks of a railroad crossing.

A feature of my invention is the provision of a normally deenergized trafiic locking relay which is operated to one position or another by the signal levers to give trains of one railroad or the other access to the track section which includes the crossing.

Other objects and features of my invention will be pointed out as the description proceeds.

I'shall describe one tom of apparatus embodying my invention and shall then point out. the novel features thereof in claims. I i

Referring to the accompanying drawings, Fig. 1

comprises a track diagram of a typical track layout which I havechosen to illustrate my invention, while Figs. 2 to 5, inclusive, show the various circuits comprising the relay interlocking system of my invention, as described hereinafter in detail, Fig. 3 also including a plan of the tracks showing the track circuits for detecting the movements of trains through the layout.

Similar reference characters refer to similar parts in each of the views.

By reference to Fig. 1, it will be seen that the track layout as shown includes the parallel tracks.

of a double track railroad extending through an interlocking plant having the crossover switches 6A and i3 and a single switch 3 for establishing different routes over which traffic movements in two directions are governed by the signals 2LA, 2R, etc., and that these tracks are crossed at grade by the single track of another railroad over which traffic movements are governed by the opposing signals BR and BL. For the guidance of the operator, it is to be understood that the usual switch, signal and track indication lamps are provided as is customary in systems of this character, although not shown herein. In addition thereto, two trafii-c indicators designated EW and NS, respectively, are provided on the track dia-I 7 Claims. Cl. 246-134) 2 am, as shown. .These indicators are illuminatedyby lamps controlled as shown in Fig. 2 so as to indicate the position of a polarized traific locking relay RR controlled by the signal levers 2V, 4V and 6V, which also control the correspondingly numbered signals. When relay BB, is in its normal position, as shown, indicator EW is illuminated, and'only the signals ofthe double track railroad controlled bylevers 2V and 4V may be cleared, while when relay BB is reversed, this indicator is extinguished and indicator NS, is lighted, and then onlythe signals of the single track railroad controlled by lever- 6V may be cleared.

Fig. 2 shows the circuits controlled directly by the signal levers. Levers 2V and 4V for the sig-' nals governing movements over the interlocked track switches of the double track railroad con- -trol route relays ZRHS, 2LHS, 4RHS and ALI-IS,

each :of which becomes energized over a route circuit having a portion conforming to a selected route 'whenits lever ismoved to a corresponding right or lefth-and position, provided relay RE is in its normal position and the route is available,

and in turn controls a polarized signal control relay ZGR or 4GB. i

The signals for the single track road are controlled by a similar relay .SGR which since no routeselection is required is controllable directly by its lever 6V when relay HR is reversed. Each signal lever in its. normal position energizes a slow release repeating relay such as relay 2VP, the function of which is to render the relays controlled by the-lever responsive to its operation to a reverse position only for the brief period directly following the lever operation. By this means the manually controllable relays are prevented from operatingv automatically without the knowledge of the operator, as the result of the release or the locking by which at times the relays are prevented from responding to lever operation.

Fig. 3 shows in, the upper portion the various track circuits, each identified by the reference 5 character T with a distinguishing numerical pre- 4 together with approach relays lRAR. and ZLAR for indicating the approach of trains running in the normal direction of traffic on the double track railroad. For sim plicity the" two rails of each fix, and the track relays TR controlled thereby,

track are representedby a single line on the track plan, but it will be understood that. each track relay is connected in the usual manner across thev rails atone end, andthat a suitable source of current :12 is connected across the rails at the other end, of the corresponding track circuit.

govern the circuits 'WR of Fig.5.

the corresponding signal relay such as relay ERH is energized and indicates stop when such relay is released.

The high signals ZLA and 4RA gm kih hia'i'h line the r 9?- stop automatically when a tra e ack section in advance of the signal, likewise signals SR and BL, while the remainingsignals areslowspeed signals arranged to remain at clear lpqependently of track conditions as long as the confi lei/6131s l i3 l?. s3 a 43 govern slow-speed 'rrio and IB reversed and al nals forjeifecting mai, 7 e l b s tion h m s dition by the operationof sh button suchas the button 4C0, Fig. 2,,ajs so ci ed withthe si'gnal stick relay such as saunter" this etalever migoverninga call on therelayfiCQS. E a th operable bya power switch machine cont'rolle'd by a polarized switch-control relay IWR or BWR .in a'well knownrnanner as flndica'ted diagrammatically in Fig. 3; thecircuits for controlling relays IWR and twRbeing shown in Fig. 5;. Switch 3 controlsthe usual polarized indication relay 3W}? and the crossover-switches lA andlBjointly controlasirnilar relay ,I'Wl. Each relay WP is .energizecl jin itsnormal or reverse position when the corresponding "track switch or switches are mechanically lockedby the switch machine in a corresponding'or reverse position. Each relayWR and the associatedindicationfrelay WP jointly controla normal orreverseswitch correspondence relay such :therelay INWF or IRWP as shown, having contactsin the route circuits of Fig. 2 and 3. -f

Due .to thefactgthat it is impracticable to intth -crossing in the:trackcir- Fig.3, into two sectionsyconnepted'by wireswith insulated joints on opposite {integer the crossing k, whilethefsingle trackincludes two track circuits. tar an t r withjan intervening nontrack circuited section. Train movements over thesingle track are'detectd byja trap circuit of a, well-known type employing" tw'o directionally controlled, stick rela BRTS; and "SLfI'S controlled by the track relays "QRTR. and 'BLTR, together with a repeating relay Gf-IR; I r

Fig. 4 shows various appr aehgaha time locking relays controlled by; signalcontrolrelays GR of Fig. 2 and by the gnalrelays I-I- ofFlgl 3, by means -of which the track 5 switches and'signals are. electrically interlocked. Theapproachlockingrelays LAS and Ra s; of Fig. {1; control the cirtrac .cuits for the signal relaysH of Fig.3 and together with :.the;t rac k controlled relays 111R} @TR and .t'IP, control switchlocking relays 'ILR, 3I .R' and ,SLR, shown in Fig.- 5, which relays govern-the circuits for the relays relayRR of'Fig 2 and those for the signal relays of Fig. 3, and also forthe switchcontrol relays ally operable switch'lev r s llf'and'iv as shown in The latterare co trolled by mam,

, r e nt from the source :13, and each of the track re- ,peating relays is normally energized from the cal source having terminals B and C, likewise the approach locking relays LAS and RAS, the switch locking relays LR, the switch control and indication' relays WR, WP and NW? and the signal switches is r lower repeating relays VP, the remaining relays shown being normally deenergized.

Having thus described the various components of the system of my invention, I shall now describe its operation under different assumed conditions, startingwith the apparatus in its normal condition, as shown.

Assuming first that a train is approaching from the left in section A-iT, for example, and that the operator moves lever 5V to the right with the object of clearing signal ARA.

In Fig. 2, relay M7? is deenergized by the reversal of lever 4V and during its release period relay RR, is energized normal over the circuit extending from terminal B at the right-hand contact yiof lever tV, contacts b of relays ZVP 6V? and lVP, contacts d of relays SLR, SLR, and ILR through relay RR from left to right to terminal C at the'normal or center contact d of lever 5V, and with relay RR normal, relay iRi-IS is energized over a route circuit extending from terminal B at the normal contact a of relay RR over front contact a' of relay 3TB, front contact c of relay SINWP, contact of lever 8V, back contact a of tacts d of lever iv and c of lever 3V, contacts a of Lr'elays'3NWP and iVP, reverse contact b of lever 4V through relay iRHS to terminal C. Relay 4RHS picks up and completes a stick circuit from terminal B at contact a of relay RR over front contact a of relay E'IR, front contact 0 of relay INWP, back contact c of relay IRWP, front contact .a of relay GRHS, contact I) of lever 4V through relay iRHSto terminal C, which circuit is independent of the route circuit portion includingthe switch levers IV and 3V.

. Relay dRl-ZS energizes relay dGR. reverse over the circuit from terminal B at the normal contactd, of relay RR over front contact a of relay BLR, front contact in of relay QRHS through relay 4GB to terminal C at back contact b of relay 'InFig. 4, relay lGR opens the stick circuit for relay, iRAS extending from terminal B at the back contact 01 and normal contact g of relay AGRover back contacts a of relays iRAI-I dRBI-l and ARCH, contact aand winding of relay iRAS to terminal C, so that relay dRAS releases and byiopenin'g its contact (2, deenergizes relays ILR and SLR of Fig. 5, and in Fig. 3, relay dRAS closes its 'back'contact b to prepare a circuit for the signal relay lRAH.

" In Fig. 5, the dropping of contacts I) and c of relays lLR and MB disconnect-s relays lWR and 3WR from their respective switch levers iv and 3V and establishes holding circuits for these relays extending to terminals B and C over the normal contacts e and f of relays lWP and 3WP,

respectively,thereby'locking the track switches 5., electrically in the normal position as required for the route governed by signal 4RA.

In Fig. 2,relays ILR and SLR open their contacts d in thecircuit for relay RR, and relay 4VP, which is now deenergized, releases to open its contact b in that circuit so that relay RR releases and is thereby locked normal. Relays ILR and 3LR also open their contacts e in the circuit for relay 6GB. to prevent the clearing of signal SR or 6L.

In Fig. 3, the signal relay lRAH becomes en ergized in response to the release of relays ILR, 3LR and RR over the circuit extending from terminal B at front contact b of relay 4LAS, contacts k and a of relay IWP, back contact e of relay lTES of Fig. 4, contacts g of relays ILR and RR, contact 1 of relay SLR, contact g of relay SWP, back contact b of relay GRAS, contacts a and e of relay 4GB, normal contact h of relay 3WP, front contact g of relay INWP, front contactb of relay 3TB, back contacts b of relays ARCH and iRBH, through relay lRAH to terminal C at contact h of relay 4GB, thereby clearing signal tRA.

Assuming now that a train governed by signal GRA enters section 3T, relay 3TB releases, opening the stick circuit for relay ARI-IS and putting signal 4RA to stop, the signal remaining at stop after section 3T is vacated.

In the event the operator desires to admit a following train to section 3T while this section is occupied he will first restore lever 4V to normal to pick up relay 4VP, and then will reverse it again, at the same time operating the call on push button of Fig. 2 to pick up relay 4C'OS over back contact a of relay 3TR. Relay 4008 when energized completes a stick circuit at its own front contact a so that button 4C0 may be released, and at its contact b relay ACOS completes the route circuit so that relays 4RHS and iGR become energized. Then in Fig. 3 a signal circuit is completed which extends from terminal B at contact b of relay lLAS over the path already traced to contact 9 of relay INWP, from which point it extends over zback contact 12 of relay 3TR, front contact 0 of relaydCOS, back contact c oi. relay RCH. back contact b of relay @RAH through relay lRBH to terminal C at contact h of relay lGR, so that relay lRBl-l; becomes energized to clear signal 4RB.

If relay 3TB, now picks up, relay lCOS will release and signal lRA will be cleared in place of signal dRB, as will readily be apparent.

Assuming next that with the apparatus in the normal condition as shown that a slow speed signal such as tRB or 4R0 is to be cleared for a movement over a routediiferent from theone established, the operator will first reverse the switch lever IV or 3V to set up the required route. The operation of the switch lever opens the route circuit for the old route at the lever contacts 0 or d, rendering the signal levers ineffective to control the route relays Rl-IS and LHS until the new route corresponding to the position of the switch levers is established and the corresponding switch indication relays NWP or RWP become energized. To clear signal 4R0, for example, with switches l and 3 reversed, and lever 4V in its right hand position, relay 4RHS is energized over the circuit from terminal B at the normal contact I) of relay RR, contact 0 of lever 2V, contacts a of relays ZLHS, ZVP and lRWP, reverse contact d of lever IV, reverse contact c of lever 3V, contacts a of relays 3RWP and 4V1, reverse contact '17 of lever 4V through relay e IRHS to terminalC, andthe'stick circuit for relay 4RHS in this case extends'to terminal B at contact b of relay RR over front contactc of relay IRWR' a It will be seen that the routecircuits for clearing signal 4R0, that for clearing signal 4RB for a movement over the crossover reversed, and those completed by operation of lever 4V to the left for clearing signal-4L*,"arenot controlled by relay 3'IR and that these signals are restored to stop only by returning lever 4V to its normal center position. It will alsobe seen that the cir-' cuits for signals 2LA, 2LB and 2R controlled by lever 2V are generally similar to those above described, and a detailed description is therefore deemed unnecessary. i

Referring now to Fig. 4, it will be seen that when signal 4RA is put to stop by a train entering section 3T, relays 4GB and 4RAH having released, the approach locking relay lRAS picks up at once over back contact 0 of relay 3TB, or if signal 4RA or 4RB is put manually to stop and the approach section A3T is unoccupied-over the circuit including contact a of relay 4RAR and contact I) of relay 3NWP. Otherwise, the return of signal 4RA or 4RB, of the return of signal 4R0 manually to stop interposes a time delay in the reenergization of relay IRAS. Relay dRTEP picks up upon the closing of back contact a of the signal relay; when" the signal assumes its stop position, over back contacts b of relays 4RTE and 4TES and backcontact c of relay 4RAS, completing a stick circuit at its own front contact a over back contact a of relay lRAS. The closing of' front contact b of relay 4RTP completes a circuit over back contact a of relay 4TES, for the thermal relay QRT, which becomes energized and opens its contact band after a predetermined heating period closes its contact a to energize'relay 4T8. Relay 4TES Q completes a stick circuit at its contact a and deenergizes relay IRTE, which after a predetermined cooling period closes its contact 1), thereby energizing relay 4RAS, over the front contact'b T of relay 4TES, and relay IRAS then is held energized over its front c'ontact a and releases relays 4RTEP and 4TES.

In case signal 4L is put'manually to stopfrelay 4LAS is energized over generally similar circuits by the operation of relays 4LTEP, 4LTE and ATES, but in this case a relatively short time interval is interposed, relay 4LAS being'energized over front contact at of relay 4TES as soon as that relay becomes energized, that is, at the end'of the heating period of the thermal relay 4LTE. A's to the remaining approach locking relays, it will be noted that the circuits for relays ZRAS and ZLAS controlled by relay 2GR are similar to those controlled by relay llGR, .a short time element being interposed when signal 2R is putto stop and a long time element when signal ZLA orZIiB is put to stop, while the circuits for relays ERAS and 6LAS controlled by relay 6GB are arranged so that a long time element is interposed' when either signal 6B, or BL is manually put to stop. I shall next assume that the operator moves lever 6V to the right with the object of clearing signal ER, with the apparatus in the condition shown, relay RR being in its normal position.

The circuit for relay BVP is-opened atcontact a of lever 6V, and a circuit is closed during the release period of relay BVP from terminal B at the right-hand contact 11 of lever 6v through relay RR from rightto left over contacted of relays ILR, SLR and SLR, contacts b ofrelays WP; 6VP"nnc1-'*2VP,-': and-the c'en'ter contacts g of levers ovens-2v to aterminal 6; operating relay RR to itsfireverseposition? Relay BGR then-becomes energized in the reserve direction'over the circuitfrom "terminal-B at the" right-hand contacts d o'f reIay-RR andb-of lever 6V,'contact a of relay=6VP through==relay 6GB, over contact a ofrelay GTP; contacts e :of relays 3LR- and lLR' towtermi-nal C- atcontact 0 r of leverfiV; Relay EGRepicksup t-w-ith its polaarcontacts reversed and isr held energi-zed' over astick circuit" inc1-udingriits own front-contact a after relay BVP releases t In- Fig.1f4,:the 'opening-of back-contact d and normal contact 9 -of--'relay- BGR-causes relay GRAs to release, thereby releasing rela-y-liLEt, which in' turn releases relay RRand'-in1 ig-.-3, relay BHR is energized over thecircuitiromterminal B overcontacts e of relays-RR; (SLR=and-1-fllzl EL-the neutral contact a and right-hand-polar'; contact I) of-relay'8G R;:back eon-tact b of relay 6R-AS-, -front contact-b of relayeEluAS throughrelay BEE-to terminal-1 G at contactf of relay- 6GB ;thereby= clearing-signal A conflicting signalcannot now be cleared -,for--the reason that/contacts a,- b -'-and -d-'of relay SLR. i-n the'circuitsiorrelays GGrR ZGRs and RR are now- "open, -and because relawRR is held deenergized-- in its; reverse position -and -theopposing *signal ELIE; cannot be clearedbecause irontcontact b of -relay GRAB in the circuitior reIayIgBLH is open-.

If now-a train-egovernedgbysign-al' fiR- enters section *GRT the i track relay BR'IR' -releas es and in tum "releases relays: .GRTS 1 and 5TB- so that relaysGGR-s anm-BRH release topu-t signal tRto n stems and relay -fiRAs -becomes reenergized, but; relay tLR is held deenergizedby relay -6IP.

When the-train, inipassing over the crossing,;en--

ters section sol lktheetrack relay--5L'I Rreleases;

but "relay GLTS is held energized oven thestick circuit including-its own-front reverse contactof relawSG-R I I in section 6LT: vacates sectionfiRTflrelay becomes reenergized and energizes; relay--6RTS- oven the circuit Ancluding front contact a of re lay. SETH-and backcontactc ofrelay- GL'ERE Relay BTP becomes reenergized uponthe-closing of contact .1 of relay fibI R; as-the train 'vacates section' 6LT, and-then -relay- SLR becomes reenergized. v

In casesignal- 5L'has been clearecl,instead of signalfife contact h or relaytiiqlyis in-its normal I position and retainsrelay SETS energized, butrelayHGL'I S-"WHI release when-the trainentersats-9i an seotion '61-'11" and {pick-up when it yacates' that section; providedthe trainis then-inseetien BRET;

In-the=case of an irregulanemovement in which the train releases relaya BR'IS or oh'lfs but does:-

not pass over -the crossing; rel ER'I S on Ell-ITS remains releaseduntil= picked up by {the operator; by actuation of an emergency-push button RPB 01 LBB, which buttons are preferably housed at suitable;'locations on opposite sides of the crossingttracksv I ,It will beseen that in order to clears-rename agai-nyafter ithas-beenput-to stop as described,

only *one form' of railway trafiic controlling apparams-embodying imy invention, it will be understood that various-changes and modifications may 'be' made" therein'nwithir'i the scope of the appended claims without-departingfrom the spirit and scope of" my invention-z- 'cuit havinga portion coniorrhing' to said select-' ed route and'includingairont contact of said slow release relay, 'meainsinclu'dinga reverse contactof said-lever for connecting said route relay to a source ofcurre'ht over said route circuit portion 'to" effctits 'en'ergization; a stick circuit for said route relay includingits' own front con tact and the'reverse conta-ct'ofsaidlever for holdingsaid route rela'y energized irrespective of the condition of said portion of the selected route circuit; arida signal relay'having'an energizing circuitclosedby said route relay-when energized ,ior' clearing -saidsignalz- 2.*In combination 'Witlra railway track layout, a signal for governingthe-movement of traflic over aselected route th-rough-saiddayout, a track sectionirrsaid'route having a'track relay,-a route relay-for said signalya signal lever'having a, norn1a1=and "a reverse position, a slow release lever repeating relay which when energized" indicates that said lever occupies" its" normal position, a route'eircuit 'conforming' to said-selected-route and havinga--portion-'-including'a 'front contact of said leverrepeatingrelay; a pick-up" circuit for said -route'relay including 'a reversecontact of saidlever; *said route "circuit-"and a 'front' contact'ofsaid track-relay; -a stick'circuit including the -reverse='contact=- of said lever and the front contactof saidtrack-relay'for holding said route relay energized irrespective of-the condition of said route:circuitportion; and a signal'relay havmovements in-oppositeoii'ecti'ons over'said route,

a signal leveryaslow-release relay which is energized only when saidleveris in" its normal position; a route-relay for each signalfa route circuit--portionincluding a1 front contact of said slowrelease relayand: contacts closedby the switch" and i-ts" control-means 'inthe position required-for said route and "connected at opposite ends to contacts controlled by said lever, pick-up circuitsfor ;eachroute relay closed by said lever contacts-in opposite reverse positions, the circuit for-each"route relayincluding a back contact of theother, a stick circuit for eachroute relay independent of said route= circuit-portion but including-its=own frontcontact-and-the lever contactclosed in thecorresponding reverse position, and circuits'forclearing each signal "prepared by the'associatedroute relay:when==energized and includingcontacts closed'by the switchwhen in the position required for said-route.

4. In combination with-arailway track layout including-two track-seotions"connected by track switohesfswitchcontrolzmeans :for operating the track-switches; two' signals 'f or governing traflic" associated slow release relays, a pick-up circuit for each route relay including said route circuit portion, a reverse contact of the associated signal lever, a normal contact of the other signal lever and a back contact of the other route relay, a stick circuit for each route relay independent of said route circuit portion but including. its own front contact and said reverse contact of the associated signal lever, and a circuit controlled by each route relay when energized for clearing the corresponding signal.

5. In an interlocking system for railroads for governing tralfic movements over two intersecting track sections, a signal for each section, a signal lever, a signal control relay and a locking relay for each signal, a polarized trafiic relay, an energizing circuit for each signal control relay including contacts closed when the corresponding lever is reversed and a front contact of the locking relay for the other signal, one such circuit including a normal polar contact and the other a reverse polar contact of said traific relay, circuits for energizing said traflic relay in the normal direction when one signal lever is reversed and in the reverse direction when the other signal lever is reversed including front contacts of the locking relays for both signals, an energizing circuit for each locking relay which is opened when the associated signal control relay is energized and is closed following its release provided the associated signal has been at stop for a measured time interval or a train governed thereby has vacated the corresponding track section, and a circuit for clearing each signal including a front contact of the associated signal control relay and back contacts of the associated locking relay and of said trafiic relay.

6. In an interlocking system for railroads for governing traflic movements over two intersecting track sections, a signal for each section, a signal lever and a signal control relay for each signal, a polarized traflic relay, an energizing circuit for each signal control relay including contacts closed when the corresponding lever is reversed, said circuit including opposite polar contacts of said trafiic relay, an energizin circuit for said trafiic relay closed in response to the reversal of either signal lever and arranged to operate such relay to a position to complete the circuit for the signal control relay controlled by the operated lever, provided the other signal lever is in its normal position, means controlled by either signal control relay when energized for opening the circuit for said traflic relay, and a circuit for clearing each signal including a front contact of the associated signal control relay and a back contact of said trafiic relay.

7. In an interlocking system for railroads for governing trafiic movements over two intersecting track sections, a signal for each section, a signal lever, a slow release relay and a signal control relay for each signal, an energizing circuit for each slow release relay closed only when the associated lever is in its normal position, a polarized traffic relay, energizing circuits for said signal control relays including opposite polar contacts of said trafiic relay, the circuit for each signal control relay including a reverse contact of the associated lever and a front contact of the associated slow release relay, an energizing circuit for said trafiic relay closed in response to the reversal of either signal lever and arranged to operate such relay to a position to complete the circuit for the signal control relay controlled by the operated lever, said circuit including front contacts of both said slow release relays, and a circuit controlled by each signal control relay when energized for clearing the associated signal.

EARL M. ALLEN. 

